Motor-vehicle.



VEPS'HEER. v MOTOR VEHICLE.

APPLICATIONFILED MAR. 20. 1906.-

PATENTED JAN. 29", 1907.

2 SHEETS-SHEET 1.

Witnesses PATENTED JAN. 29, 1907.

E. SHEER. v MOTOR VEHICLE. APPLICATION FILED 3.20. 190

mums-81mm 2.

I I Elnventoz NITED ES;

PATENT OFFICE.

I EUGENESHEER, 0F LINCOLN, ILLINOIS.

MOTOIB-EVE-HICLIE.

z'en the United States, residing at Lincoln, in the county of Logan and State of Illinois, have inventednew and useful Improvements in Motor vehicl es of which the following is a My invention ertains to motor-vehicles, and more 'particu arly to meansfor propelling "such'vehicles and starting and stopping the same; and it has for one of itsobjelcts to provide a motor-vehicle in which i hQIilOiZUflS mounted to swing fore and aft, and hence Quin-Y be quickly and easily moved insuch (li recti'ons'to start and stop the vehicle.

" Another objectof the invention is the provision of means for utilizing the rear swinging movement of the motor to reverse the vehicle.

Another object is the provision of a differential driving connection intermediatev ,the motor and the tractionwheel for gradually increasing thc'speed of the letter when the j vehicle is started.

Still another object isthe provision of a brake arran ed to retard the traction-wheel tor and ,to move ontof'action precedent. to;

on the initi-a rearward movement of the mothe reversing of the said tractiomwheelby friction.

With the foregoing in-mind theinvention will be fully understood from the following description and claims when the same are read in connection with the accompanying drawings; forming part: of this specification, in WlllOl1 t Figure 1 is a side: elevation of so much of a 1n t or-vehicle as is necessary to. illustrate'thef preferred embodiment of my invent on; Fig.

2 is a bottom plan'vicw'of the same. is a detail front elevation; rear elevation; Fig. .5 is a detail view of the driving-sheave as the same appears when its Fig. 3

sections are relatively arranged to present the greatest '(liameter tothc dr ve-belt. Fig.

6 is a detail View showing the sheave-scctions lnlatively arranged to present a comparatively small-diameter to the dr1ve-belt Fig.

ii-k0 herem 7 is a detail view amodified l after referredv to n detail.

Similar letters designate corresponding parts in all of the viewsof the drawings, referrine to which f 1: frame of a motor-vehicle,

which. maybe of the ordinary or any other A is the main tooth d portions 0, which Fig. 4 is a detail Patented Jan. 29, 1907.

construction compatible with the purposes of my invention.

B is a stationary axle on which is mounted a traction-wheel 0, having fixed to it a circuinferentially-grooved sheave D, andE is .a ,motor. The saidmotoris preferably, though not necessarily, an internal-combustion engine,- and it comprises 'a drive-shaft F, on which is a driving-sheaveG, connected by a belt 11 with the sheave D, whereby it will be apparent that when the motor'is in operation ;-'and the beltH isi sufficiently-taut. the traction-wheeli C is rotated bythe motor. The motor is carried byflfore and aft swinging hangers I, connected to and depending from the-f.- frame A; and hence but a minimum. amount of effort is required to move the mo tor forward to place the belt H under tension and enable it to rotate the traction-'wheel 'C or to move themotorrearward with a view of stopping the vehicle, which is an important desideratum.

As best-shown in Figs. 5 and 6, the sheave G comprises a section a, fixed on the driveshaft 1. of the motor, and a section b, keyed on the said drive-shaft; so as to rotate there with and-y t move in .thedireetion' of the length. thereof. opposed conical faces and also have inner are arranged to-lap after the manner shown in Fi 5 when the section "b is moved toward the section a: From this it follows that the diameter which] the sheave G presents to the belt l-I'is vari-' able that is to say, the said diameter is in creased as the section b is moved toward the section a and .is diminished i nproportion to the ,eXtentto which the section!) is moved awayifrom the section a. Loosely mounted on'tlieshaftl at the-inner side of the sheavesection?) is a cam member K,'wh'ile connected to the fran' e AIaud loosely surrounding theshaftl is a complementary cam member 1.. These cam members K have opposed faces at the constructi m shown in Fig. 2; :wheroby it will he seen that'when 1thecam memherfK-is turned backward and downw ard'stl'i'e sheavesection l) willbe'moved to- These sections a and b have ioo Wtt'hbill-B sl'ieavesection a to increase the- .dian'ieter which the sheave-G presents'to the belt II for a purpose presently set forth.

I h ixed on the drive-shaft l? of' the engine at the outer side of the she-av e-secti on a is a disk M, wl' ieh is arranged in'alinement with the perimeter of the traction-wheel C and is designed to frictionally engage the said perimeter in the manner and for the purpose here inafter pointed out in detail.

N is a transverse shaft journaled in suitable hangers P on the main frame A and having cranks Q and R.

S is a rod interposed between and connecting the motor E and the crank Q, and T is a rod connecting the cam member K and the crank R.

The cranks Q' and. R are relatively arranged in themanner shown in F ig. 1, and hence it will be. seen that when the shaft N is turned in the direction indicated by the arrow in Fig. l the motor E will be drawn forward, so as to render the belt H taut and through the medium of the said belt and the sheave D rotate the traction-wheel C and start the motor-vehicle forward. It will also be seen that when the belt H is taut for the purpose described and the shaft N is further turned in the directionindicated by'the arrow the motor E will swing backward and at the sametime the crank R will draw the rod T forward and through the medium of the said rod turn the ,cam member K backward and downward. This movement of the cam member K will effect movement of the sheave-section 1) toward the sheave-s'ec- 'tion (it, with the result that the diameterof the sheave G will be enlarged so as to keep the belt H tight and compensate for the backward movement of the motor.

U, Fig. 1, is a brake-shoe winch 1s arranged to engage the perimeter of the sheave D and is carried by a rod V and a rod W, the rod V being attached to the motor E and the rod W 'being attached to the main frame A.' The said brake-shoe U is disposed below thecenters of the rods V and W andai'so below the horizontal plane of the hub of wheel 0, and

hence it will be apparent that when the motor is permitted to move rearwardly it raises the shoe U against the sheave D, and then when the motor is moved far enough toward the rear to carry the disk M into engagement with the perimeter of the traction-wheel C to reverse the said wheel by friction the motor will have thrown the brake-shoe U- upwardly and out of engagement with the perimeter of the sheave D. When the motor E is moved to the rear to a sufficient extent to frictionally engage the disk M with the perimeter of the traction-wheel C, it will be apparent that the said traction-wheel will be reversed.

Any means compatible with the purposes of my invention the shaft N without involving. a departure from the scope of my invention as claimed. I prefer, however, to employ the mechanism illustrated, which mechanism comprises a sprocket-wheel (Z, fixed on the shaft N; a tube e, suitably mounted in the mainframe A and havinga hand-wheel f on its upper end and a sprocket-wheel g on its lower end, and a' may be employed to rock the tube e is turned on its axis, the shaft N will obviously'b'e turned in one direction or the other, according to the direction of movement of the said tube a.

In. the practical operation of the motor-vehicle embodying my improvements it will be seenthat when the vehicle is at rest and the operator desires to start the same all that is necessary for the operator to do is to turn the tube e in the proper direction/to draw the continuously-operating motor forward. It will also be seen that when it is desired to stop the vehicle the operator has but to turn the tube 6 in the opposite direction. when the belt H will be slackened and the shoe U and the friction-disk M will be applied in the or-.

der named to perform the functionshereine before ascribed to the same. I

It will be gathered from the foregoing that my improvements are simple'and inexpensive in construction, and therefore add but little to'the cost of the motor-vehicle; also, that the improvements are well adapted. to withstand the rough usage to which the ma' chinery of motor-vehicles is ordinarily subected.

I have entered into a detailed description of the construction and relative arrangement of the parts embraced in the present and preferred embodiment of my invention in order to impart a definite understanding of thesaid I embodiment. I do not desire, however, to be understood as'confining myself to the said specific construction and relative arrangement of parts, as such changes or modifications may be made in practice as fairly fall within the scope of my claimed invention.

The modified brake-shoe U, (shown in Fig. 7,) is carried by one arm 'of' a lever U fulc'rumed on a hanger depending from frame A,

and the other arin of the lever is connected through arod Vwith the engine E. From this it follows that when the engine 18 swung forward for forward speed the connecting-rod will swing the brake-shoe forward and upa ward, clearing the sheave D; also, when the 1 engine is swung back to stop it will throw the brake-shoe back and down, placing brake shoe against the said sheave, so as to stop same by friction. lt will further be seen that when the engine is thrown a considerable distance toward the rear. it will throw the brake-shoe down and forward away from the sheave 'D, permitting same to revolve freely again. Thebrake-shoe U is: offset to bring it in line with the sheave D, with which'it comes in contact when engine is swung half-way.

Having described. my invention, what I claim, and desire to secure by Letters Patent, 1s-

- 1. In amotor-vehicle, the combination of a frame, afiIiLCillOIl-WIIBGI mounted on a sta tionary support, hanging means connected to to swing the motor forward and hold the same against swinging rearward.

. sheave the diameter of which is variable, a

and depending from theframe and: arranged 1 to swing fore and aft, a motor carried by said hanging means and arranged to. swing as a whole fore a'nd aft therewith, a driving connection intermediate the motor and the traction-wheel, and means connected .With the motor for enabling the driver of the vehicle 2. In a motor-vehicle, the" combination of a frame,'a-tractionwheel mounted on'a stationary support, hanging means connected to and depending from the frame and arranged to swing 'as a whole fore and'aft therewith, means connected with the motor for enabling the driver of the vehicle to swing the motor forward and hold the same against swinging rearward, and a driving connection interme diate the motor and the traction-wheel comprising a belt and means for automatically taking up slack of the belt when the motor is swung rearward;-

3. In a motor-vehicle, the combination of a frame, a traction-Wheel mounted on a stationary support and having a sheave thereon, a motor carried by the frame and movable fore and aft with respect thereto and-having a sheave the diameter of which is variable, a belt connecting the said sheaves, and means for increasing the diameter of the sheave synchronously with rearward movement of the motor.

4. In a motor-vehicle, the combination of a frame, a traction-wheel mounted on a stationary support and having a sheave thereon, a motor carried by theframe and mounted to swing fore and aft thereon and having a belt connecting the said sheaves and means for increasing the diameter of the sheave 5. In a motor-vehicle, the' combination of a frame, a traction-wheel mounted on a stationary support and having a sheave thereon, a-motor carried by the frameand movable fore and aft with respect thereto and having a sheave the diameter of which is variable, 'a belt connecting the said sheaves, means for means for swinging the motor enlarging the diameter of the motor-sheave.

a shaft having cranks one of which is connected to the said meansand the other of which is connected to the motor, andmeans for turning thesaid shaft. p I

' 6. In a motor-vehicle, the combination of a frame, atraction-wheel mounted on a stationary support and having a sheave thereon, a fore and aft swinging motor carried by the frame and having 'ashaftfa sheave c mpris-. mg sections the opposed faces of which are 5 conical, "one of the said sections being movable toward and from the other, means for moving one of thesheave-sections, a belt connecting the two sheaves, a shaft having cranks, a connection between one crank an the motor for swinging the latter, a connec;

tion between the other crank and the means for moving one sheave-section, and means for turning the said shaft. 7. In a motor-vehicle, a frame, a traction-wheel mounted on a stationary support and having a sheave thereon, a motor mounted to swing'fore and aft on the frame andhaving a sheave, a friction-disk:

arranged to engage the traction-wheel, and a brake arranged to engage the sheave o'n'said traction-wheel precedent to the engagement the combination of of the friction-disk with the wheel, a belt connecting the said sheaves, and means for swinging the motor fore and aft..

8. In a motor-vehicle, the combination of aframe, a traction-wheel mounted.- on a stationary support and having a sheave thereon,

a motor mounted to swing fore and aft on the frame and havinga sheave, a friction-disk arranged to engage the traction-wheel, a

brake connected with the frame and the en- .gme and arranged to engage the'sheave on the traction-wheel and be moved from the en- I a belt connecting the sheaves, and

fore and aft. In testimony whereof I have hereunto set gme,

" mv handm presence of two subscribing witnessesd EUGENE SHEER. Witnessesf 'C.A. S1MPsoN,

' KATHERINE SHEER; Q 

